Carburetor



F. DURANTE CARBURETOB Filed Aug. 18, 1923 2 Sheets-Sheet 1 INVEIITM, uNT-c Frank n Patented Dec. 15, i925.

UNITED STATES FRANK DURANTE, or rATERsoN, NEW JERSEY.

CARBUBETOR.

Application led August 18, 1923. Serial No. 658,038.

To all whom it' may concern.'

Be itpknown that I, FRANK DURANTE, a subject of the King of Italy, residing at Paterson, in the county of `Passaic and Stateof New Jersey, have invented certain new and useful Improvements .in Carburetors, of which the following is a specification.

This invention relates to carburetors of the type inwhich there is a gate arranged to move acrossthe passage in which the mixing of the air and fuel is effected and an inlet for fuel delivering into the passage at the side thereof toward whichl the gate moves in closing. The object of the invention is to produce in a simple form of carburetor improved 'carburetion at all speeds including idling and valso on starting.

In the accompanying drawings,

Fig. 1 isla view showing the improved carburetor in ,a vertical section taken centrally through the mixing passage and float chamber;

Fig. 2 is aplan, partly in section;

Fig. 3 is a side elevation of the valvestructure, partly broken away;

Fig. 4 is'a ragmentary section on line 4 4., Fig. l; f

Fig. 5 is a side elevation, partly in central vertical section, of a modifiedv form of the carburetor; and n Fig. Gis a section on line 6-6, of Fig. 5.

The mixing passage a of the improved carburetor is afforded by a vertical tube b having a flange c at the top whereby to secure the carburetor to the intake manifold (Z of an engine and having at its lower end the lateral tubular portion e affording the intake opening e to or laterally extending part of the passage a. f is the fioat chamber which is here shown integral with the tube b and which l.containes a float g pivotally connected with one end of a lever h fulcrumed between its ends in the float chamber and having its other end supporting a push-pin i sliding verticallyL in a port j at the top of the float chamber and provided with a valve seat It' for a downwardly sprin held ball-valve Z. When the level of the uell m in the chamber f falls the float descends and through the push-pin opens the valve l to admit the fuel through port j fromany. suitable supply, and when the fuel thus accumulates in the chamber the float rises and allows the ball-valve to re-seat to ,check the further admssoxigof fuel to the chamber, all as will be obvious. A sleeve valve n is guided by and slides vertically in the tube b forming in part the mixing passage. It is open at the top and its lower end is cut to a plane at right angles to its longitudinal axis, being adapted when the valve is fully depressed to scat squarely on the flat surface a of the horiz'ontally extending wall at the bottom of thepassa'ge, The portion ya of this valve which covers or closes off the opening e at this time constitutes in effect a sliding gate. The valve is manually raised and lowered by the operator through the me dium of alever 0 suitably fulcrumed in the tube band connected by a. link p with an arm 7' which extends down into and is secured to the gate portion a. of the valve by a screw s.

A vertical hole forming a fuel inlet t is formed in the carburetor structure so that it discharges upwardly through the Wall which affords the surface formed by a and the bottom of the opening e, it being connected with the float chamber by a horizontal port u and having at its lower end a drain valve o. In the inlet t is slidable vertically a spindle forming a valve w snugly fitting the inlet. This valve is affixed at its upper end to the valve n by the screw s, so that the two valves move as` one, that is, vertically, or transversely of the direction of flow of the air through the opening e. The valve w is longitudinally grooved, and in the preferred construction there are two such grooves, fw', and they are arranged laterally in the valve with respect to the direction in which the air fiows through the opening e; each groove tapers upwardly as shown best in Fig. 1. The grooves lie in a vertical plane close to that of the gate u and preferablyV outward thereof.

For the purpose of starting the engine and for idling, at which time the valve structure nf-w 1s preferably fully depressed, a port for fuel is formed by a channel iu and extending longitudinally of the valve w at the side thereof nearest the mixing passage and another port y for air extends through the overlapping portions of the valves n and w. y

The construction of Figs. 5 and 6 is identical to that already described excepting that the provision for supplying fuel an air for starting and idling includes a port a leading from the surface a downwardly and a port 2 for fuel leading from port .e downwardly to duct a and a port 3 for air leading from port .e to the atmosphere, the quantity of fiuid supplied by port e to the mixing passage being regulated by a screw valve 4.

The speed of the engine is of course varied by raising orlowering the valve structure a-w, the grooves Q due to their taper varying the quantity of fuel released, as the air-valve varies the amount of air admitted to the mixing passage. At all times the valve w is subject to the cooling influence of the atmosphere, which thus resists its undue expansion due to heat imparted thereto by the air (in case the frequent practice of pre-heating the air is followed), sov that it may have a closer fit. Especially in idling, and to a more or less extent in any but the fully open position of valve fn., a good preliminary mixing of the fuel and air ensues because fuel inlet z5 is placed near the plane of the gate a and at the side of opening e to which the gate approaches in closing, i. e., so thatA it will deliver into the airstream where the latters velocity is greatest. The good carburetion which is thus insured is further enhanced by arranging the grooves w in the valve w laterally thereof with respect to the path of flow of the air, VSo that the air displaces the fuel in a more comminuted form than would be possible if the. grooves were in the. portions of the valve facing lengthwise f said path, in which ase the fuel seems to collect in more or less large globules beforey the air acts to remove it.

Having thus fully described my invention, what I claim as new and desire to secure by Letters Patent is 1. A carburetor having a mixing passage formed with a laterally extending air-intake portion and having an outlet for the mixture of air and fuel, a sleeve-valve slidablc in and lengthwise of the passage and having a portion thereof forming a thin-walled gate movable across said intake portion, the carburetor having a bottom wall forming` the lower side of said intake portion toward and close to which the valve moves to restrict the flow through said intake portion and said bottom wall having a fuel inlet to said mixing passage arranged relatively cxterior of the valve and in close proximity to the plane of movement of the gate, and a fuel-flow-controlling ,valve movable in said fuel inlet and attached to the sleevevalve to move therewith, said sleeve-valve affording communication through itself from the intake-portion to the mixture outlet.

2. A carburetor having a mixing passage provided with an air intake and an outlet for the mixture of air and fuel, a fuel inlet entering said passage laterally thereof, a valve slidable back and forth across the passage toward the side thereof occupied by said fuel inlet and arranged asan entirety between said fuel inlet and mixture outlet and in close proximity to the former and having a passage through itself extendingl lengthwise of its path of sliding movement and being also thin-walled, and a fuel-flowcontrolling valve movable in said fuel inlet and attached to the first valve to move therewith, the structure formed by said valves having a port for fluid flow through itself from the intake to the discharge side of said structure and arranged to be near said side of the mixing passage when the first valve is closed.

In testimony whereof I affix my signature.

FRANK DURANTE. 

